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Y N. s. CUNNINGHAM. IIIOTQR TIEII'III-IIIIITUII-E REGULATOR AND FUEL VAEORIZER.

APPLICATION FILED SEPT. 3.1918.

1,819,271. Patented' oat. 21,191.9.

IIIII UNITED sTATEs PATENT oEEIoE.

.ROY S. CUNNINGHAM, F LOS ANGELES, CALIFORNIA.

MOTOR TEMPERATURE REGULATOR- AND FUEL V'APORIZIEIR.4

- To all whom 'it may concern:

, Ellis `Be it known that I, ROY S. CUNNINGHAM, a citizen of the United States, residing at Hotel,`802 East Sixth street, Los Angeles, California, have' invented a new and useful Motor Tempe-rature Regulator and Fuel Vaporizer, of which the following is a specification.

This invention relates to the art of internal combustion, and an object of the invention is to provide an improvement in such engines as are adapted forair cooled internal combustion motors, and is especially adapted to motors that are subjected to suddenchanges of tem-peratures such 'as result from the ascent of air craft from the earth'in warm weather to greater altitude. -In aerial navigationl considerable motor trouble is'experienced from the temperatures of the cylinders becoming too low at great altitudes, resulting in stalling the engine or causin the engine to miss, thus interfering with t e operation of the air craft and endangering the life of the aviator.

An object is to provide means whereby the aviator may regulate the motor temperature @so as to prevent external temperatures from affecting the same, and sothat the operation of the engine will be more fully under control of the aviator at all altitudes.

A further object is 'to provide improved means for full vaporization -and to apply air of anytemperature requisite to eect the perfect vaporization of different grades of liquid fuel.

A. further object is to provide the heat radiating ends of the motor cylinder or cylinders with a hood or housing having Ventilating openings to admit air to said radiating cylinder ends, and connect said housing with the carbureter o f the motor,

also with the exhaust in such a manner that air will be sucked around the radiating portion of the cylinder to thecarbureter and into the manifold and the cylinder during the operation of the engine; and will also be sucked by the vacuum caused by the operation of the exhaust, thus tocontrol theflow of cooled air to the radiating end ofthe cylinder; and I provide means whereby the amount of air sucked past the radiating end of the cylinder may be regulated.

The invention is adapted for regulating through the medium of the air drawn through the carbureter; through the medium of the exhaust, orb-y both.

Specification of Letters Patent. I vlfajggllgd Oct, 21, 1919, Application tiled September 3, 1918. Serial No. 252,477.

plicable to an internalv combustion motor having only one or any other number of cylinders and that so far as this invention is concerned the same is an equivalent to the motor shown herein.

Other objects, advantages and features of invention may yappear from the accompanying drawing, tle subjoined detail description and the appended claims.`

The accompanying drawing -illustrates the lnvention.

Figure 1, is .a side elevation of theinven- I tion applied to an internal combustion engine. Parts are broken away.

Fig. 2, is a plan view analogous to Fig.' 1.

Fig. 3, is a cross section on lines Figs. 1 and 2.

Fig. 4, is a front end elevation.

Fig. 5, is a plan section of the exhaust operated ejector.

The engine cylindersl, 2, 3, 4, 5, 6, are shown as constructed en bloc. The radiating ends of said cylinders which project above the block body 7, of the motor are provided in the usual way with radiating anges 8, 'of the usual construction. f

The hood or housing-9, is provided with the orifices 10, for the spark plugs of the motor, and is also provided at its open end with a flange 11, which is fastened by cap ends of the cylinders. Said housing is also provided along its sides with air ports 14, for the same purpose. A pipe 15, leads from the rear portion of lthe `housing to the carbureter 16, which .supplies vfl'iel through the manifold' 17, to the intake ports of the cylinders. The pipe 15 communicates with the open air through the short circu1t valve 18 so that when said valve 18 1s"open, l111or el or less air from the atmosphere may flow of the carbureter immediately without pass- Y tion pipe 21, and a cylinder cooling pipe 22 communicates between the housing 9 and the suction pipe 2l, and is controlled by a valve 23, by which it may be entirely closed.

A b Y)ass '21 however communicates be tween the interior of the housing 9, and the housing exhaust pipe 21; and a thermorneter 25`is arranged subject to the heat of the air `flowing through the bypass so that the operator may at all times note the temperature of such air, thus to take account of the temperature of the cylinder heads, so that he can regulate the same by adjusting thevalves 18 and 23.

In warm weather, when starting at low altitudes, fresh air valve 18 may be widely opened, and the hood exhaust valve 23 may be also widely opened, thus to, at one and the same time, supply the carbureter with the unheated atmospheric air and draw from the cylinder housing and expel from the cylinder, the heat-ed air from'the hood so that the cylinders will not become overheated. As ascent is made to the colder latmosphere, the valve 18 may be more or le'ss closed; and as occasion requires the -dve 23 may be also closed. As these valves fare closed, the temperature of the cylinders is increased. By regulating these two valves, the aviator may maintain the desired temperature of the engine cylinders which temperature is indicated by thermometer Starting in cold weather, the valves 1S and 23 may be more nearly closed so as to conserve the heat of the engine cylinders.

An advantage gained by drawing the heated air from aro-und the engine cylinders to supply the carbureter is as follows: to wit: the heat thus applied to the carbureter facilitates carburetion. The vaporization of the fuel by hot air in the carbureter is more complete than when cold air enters the ca-rbureter and such vaporization lowers the temperature of the heated air so that the fuel charge entering the 'manifold will be more thoroughly vaporized, and such charge will also be more dense and more effective than is the case where the heat is applied'to the manifold instead of being applied to the air before it passes through the carburetor. Furthermore the heat which is drawn from the outside of the engine cylinders is returned to the inside of t-he engine cylinders, thus conserving energy.

I claim,

l. The ycombination with an internal combustion engine, of aI housing forming an air chamber around vt-he engine and having .openings for directing fresh air against the hot parts of the engine; and means whereby the air is sucked through the openings by the suction of the engine and Iby the act-ion of the exhaust.

, 2.- The combination with an internal combustion engine, of a housing forming an air chamber around the engine and having openings for directing fresh air against the hot parts of the engine, means whereby the air is sucked through the openings by the suction of the engine and by the action of the exhaust, and means for regulating the iiow of air through the openings.

In testimony whereof, I have hereunto set my' hand at Los Angeles, California, this 19th day of August, 1918.

ROY S. CUNNINGHAM. 

